Dumping-wagon.



PATENTED MAY 3, 1904.

' 0. B. REYNOLDS.

DUMPING WAGON.

APPLICATION FILED NOV. 2, 1903.

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km} amrn PATENTED MAY 3, 1904.

0. B. REYNOLDS. DUMPING WAGON.

APPLICATION mm) NOV. 2, 1903.

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N0 MODEL.

Z01)" IT0ZNEY No. 758,693. PATENTED MAY 3, 1904. 0. B. REYNOLDS. DUMPINGWAGON.

APPLIOATION FILED NOV. 2, 1003.

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UNITED STATES Patented May 3, 1904.

OLIVER B. REYNOLDS, OF BROOKTON, MASSACHUSETTS.

DUMPlNG-WAGON.

SPECIFICATION forming part of Letters Patent No. 758,693, dated May 3,1904.

Application filed November 2, 1903. Serial No. 179,427. (No model.)

To all whom it weary concern:

Be it known that I, OLIVER B. REYNOLDS, a citizen of the United States,residing at Brockton, in the county of Plymouth and State ofMassachusetts, have invented new and useful Improvements inDumping-lVagons, of which the following is a specification.

My invention relates to certain new and useful improvements in thatclass of vehicles designed for hauling heavy loads and commonly known asdumping-wagons, and my invention consist of the parts and theconstructions and combinations of parts, which I will hereinafterdescribe and claim.

In the accompanying drawings, forming part of this specificatiomand inwhich similar characters of reference indicate like parts throughout theseveral views, Figure 1 is a side elevation, partly broken away, of adumping wagon embodying my invention. Fig. 2 is an end view of thewagon-body. Fig. 3 is a side view of the end-gate and chute. Fig. i is aplan view of a portionof Fig. 3. Fig. 5 is a perspective view of thechute. Fig. 6 is a perspective view of the elevating-arm for the chute.Fig. 7 is a plan view of a portion of the wagon-body and hingeconnections. Fig. 8 is a side elevation of Fig. 7, partially brokenaway. Fig. 9 is a bottom plan view, partially broken away, showing themeans for locking the body. Figs. 10 to 18 illustrate details ofbody-locking devices. Figs. 19 and 20 are details to be referred to.

In constructing my improved wagon I use any appropriate and well-knownform of running-gear, comprising front and rear wheels A A and a frameconsisting of longitudinal side bars B and one or more cross-bars C,said frame being supported upon springs I), as shown in Fig. 1. \Vhile Ihave described and shown the wagon as containing the aforesaid features,it will be manifest that other designs of wagon may be used and thesalient features of my invention applied thereto. I therefore do notlimit my present improvements to any particular type of dumping-wagon.

The wagon-body E is tiltable about a pivotal connection at 10, and it isdesigned to discharge its load through an end-gate or a chute whichforms a part thereof, as I shall hereinafter describe.

To the longitudinal side bars B of the wagon I bolt or otherwise rigidlysecure, one on each side and centrally located with respect to thewagon-body, a standard which consists of an angle-iron 11, a bracemember 12, and a vertical plate or bar 13, bolted between the upper endsof the angle-iron 12 and the brace and having its upper end extendingabove the top of said angle-iron and brace and havinga notch 14 formedin one edge near the upper end adapted to interlock with a lug 15 on theinner face of a channeled plate 16, having side flanges 1 7 to embracethe edges of a plate 18, bolted to the outer sides of the wagon-body andextending from top to bottom thereof, as shown in Fig. 1. The detailedconstruction of the parts just described appear in Figs. 15 to 18,inclusive, where it will be seen that the said channeled plate 16 isprovided with an opening or bearing 19 for the trunnion 10, projectingfrom the plate 18, said channeled plate having also on the inner wallsof its side flanges suitable lugs or projections 21, adapted tointerlock with corresponding notches or recesses 22 in the edges of theplate 18. These recesses or notches are in vertical series to permit thechanneled plate 17 to be vertically adjusted. The plate 13 is alsoprovided with a vertical series of holes for the bolts 23, which secureit in place between the brace and angle-iron 11 of the standard, therebypermitting the said plate 13 to be vertically adjusted to correspond tothe adjustment of the channeled plate. As the plates 17 receive thetrunnions, which project from the sides of the wagon-body or the plates18 thereof, it will be manifest that the trunnions, which are thepivotal center about which the wagonbody tilts in dumping, will beraised and lowered and the point of suspension of the body so locatedrelative to the load carried that the trunnions may be maintainedsubstantially in the center of gravity of the load, as more fully shown,described, and claimed in my former patent, No. 604,7 89, dated May 31,1898. From this description it will be understood that if the wagon-bodyis thus justed to various inclinations.

centrally suspended and is fully loaded the weight of the load is evenlydistributed and nicely balanced and the body can be readily tilted; butif the body is loaded with about, say, one-half of its capacity it wouldbe more capable of easy tilting if its point of suspension werecorrespondingly lowered on the body, so as to be located approximatelyin the center of the load. This change of the suspension-point of thebody is readily accomplished by lowering the plate 13 andcorrespondingly lowering the channeled plate relative to the plate 18,the lugs 21 interlocking with the notches or recesses 22 in said plate18 and the bolts 23 engaging the holes in the plate 13, as beforedescribed, said bolts being then secured by appropriate nuts, as shownin Fig. 15,

The wagon-body is also provided with an end-gate for the discharge ofmaterial and has a chute which may be let down and ad- This end-gate and.chute appears in detail particularly in Figs. 2 and 3, and it swingsabout the transverse shaft 25 in opening and closing. Across the upperportion of the end-gate is fixed an angle-iron 26, and on the back ofthe gate, between this angle-iron and the bottom of said gate, arevertical plates 27 which form guides for a vertically-movable slide-gate28, controlling an opening located approximately in the center of theend-gate and adapted to communicate with an appropriate chute, as I willhereinafter describe, the said vertical guide-plates 27 havingoutwardly-extending flanges 27, which taper from their upper ends'downwardly and are adapted to cover the joint between the inner end ofthe chute and the endgate and prevent the escape of coal or materialthrough the space which is formed when the chute is let down into anoperative position. The slide-gate 28 is provided at its top with a bentiron or angle piece 29, which serves as a handle, and therebyfacilitates the opening and closing sliding movements of said gate, andextending from this handle portion down over the outside of the gate isa springplate 30, having corrugations or serrations 31 adapted to beengaged by an upwardlycurved lug orfinger 32, extending from a platebolted or otherwise fixed to the angle,

iron 26, whereby the slide-gate may be held in any of its adjusted openpositions.

At the ends of the swinging end-gate are secured the wings 33, whichextend over the rear outer sides of the wagon-body and cover the jointbetween the end -gate and end of said body and prevent the escape ofmaterial over the ends of the gate when said gate is lowered.

Across the end of the bottom of the wagonbody is bolted or otherwisesecured a plate 34, made rigid with outwardly-extending lugs 35, whichare pierced to form eyes for the reception of the transverse rod orshaft 25, which extends across the bottom of the end-gate close to theplate 34 and substantially in the.

plane of the inside of the bottom and forms the axis about which theend-gate opens and closes. The plate 34, with its lugs or eyes, formsone member of the end-gate hinge, another member of said hinge beingformed by the gate itself, having its lower edge bent or fashioned intoan outwardly-curved form to embrace the shaft 25 and being retained onsaid shaft by an angle iron 37, which guards the open end of the loopformed by the bending of the lower edge of the gate into a curved form,as shown in Figs. 3, 7, and 8.

The curved end of the gate is also recessed to receive the eyes or lugsof the plate 34, thus allowing the end of the gate to be brought upclose to the outer edge of the plate 34, which edge is flush with therear extremity of the wagon bottom or floor, and thereby form a closejoint between the bottom'of the gate and the bottom of the body toprevent the escape of fine material. This arrangement also provides forthe end-gate being in line with the inside of the floor of the body, andno space is left between the rear end of said floor and the adjacent endof the end-gate for fine coal or material to pass through, neither ofwhich features exists in those wagons where the endgate is hinged to awooden cross-bar in a plane below the inside floor-line of the body andhas eyes which, as shown by experience, soon wear into said cross-bar,and thus open up comparativelylarge spaces through which fine coal willspill.

The chute 36 lies in the central portion of the end-gate, and its lowerend is also curved to embrace the transverse rod or shaft 25, upon whichlatter the chute is turnable in vertical planes. The inner end of thechute is confined between and is guided in its movement by the taperingflanges 27 before mentioned, and said chute has its inclination variedat will by means of a bail 38 or like device, which crosses under thecentral portion of the chute and has each of its ends extending upwardlyalong the side of the chute and adapted to engage any one of severalholes formed in the plates 39, secured to the tapering flanges 27, asshown in Fig. 3. In the case of an extra long chute I may partiallysupport the weight of the same and raise and lower the chute morereadily by employing a lever 40, Fig. 3, fulcrumed on the bottom of thechute and having a curved plate 40' reaching outward u'nder the chute,said lever having a pawl at 41 adapted to engage the teeth of a segment42, whereby the lever may be moved to the right or left to raise orlower the outer end of the chute and may then be held in the desired oradjusted position.

To lock the wagon-body to the side bars B, I may-use various means; butthe one Iprefer and herein show in Figs. 9 to 14, inclusive, consists ofan angle-iron bar 44, which extends transversely across the rear of thewagon-body and the rear ends of the side bars B said bar H provided withan arm a5, in which is pivotally mounted a lever 46, which extends outfrom the rear of the wagon, at oneside thereof, and is jointed at 47,whereby the outer portion may be folded inward substantially parallelwith the angle-iron crossbar 44, as shown by dotted lines in Fig. 9. Onemember of the jointed lever L6 is provided with. a notch 4:8, and theother member of said lever carries a spring-pressed slidable rod 4E9,one end of which is adapted to engage the notch of the other member ofthe lever to rigidly unite the two parts when the members of the leversare in line, as shown by the fullline position in Fig. 9, saidspring-pressed rod having a bent end 50, adapted to catch behind a. stud51 on the rear of the angle-iron bar 44 to hold the rod retracted, whenthe joint of the lever is broken and the folding member is forced intothe dotted position of Fig. 9. An angle-plate 52 guards the end of thefolding member of the lever when said member is in the dotted positionof Fig. 9 and locks or holds the balance of the lever firmly. Connectedwith the lever 46 at points equidistant from the pivot thereof are theoppositely-ex' tending rods 53, whose outer ends are pivotally connectedwith lugs or ears 5 L on the horizontal lock-blocks 55, said blocksbeing pivotally secured to the angle-iron cross-bar 4:4 and adapted whenclosed to extend beneath suitable plates 56,extending horizontally fromand in line with the side barsBof the wagonframe, whereby the wagon-bodyis prevented from tilting about its trunnions, said lockblocks adaptedwhen the lever 46 is operatedto move them outwardly to swing clear ofthe plates 56, thereby removing the support of the latter and permittingthe wagon-body to be readily tilted. Thus a movement of the lever 46 inone direction releases the lockblocks froui under the plates or bars 56and allows the body to be dumped, while a movement of the lever in anopposite direction closes the lock-blocks under said plates or bars 56and locks the body against a dumping movement. To the angle-iron cross-bar 14 are bolted the channel-irons 57, one at each side, said ironsextending horizontally inward and adapted to receive the bars or plates56 and form a seat therefor, the edges of the bars or plates and theside walls of the channels in the irons 57 being beveled, as shown inFig. 13, to effect a better seating of the parts. The lock-blocks 55close over the channelirons 57 and plates or bars 56, thus confining thebars 56 between the irons and blocks, as shown in Fig. 12, and when theblocks are moved outwardly the angle-iron cross-bar 44 and itsattachments move downward away from the plates or bars 56 when thewagonbody is tilted, and when the body is righted the channel-ironsreceive the bars or plates 56, and the lever 46 is operated to cause thelockblocks to close over the latter, as before described. Depending fromthe wagon-frame say the side bars B are the curved notched segments 60,one on each side, and when the lock-blocks are released to allow thebody to tilt about its trunnions the desired angle or inclination of thebody may be maintained by the lock-blocks being turned into engagementwith one of the notches of the curved segments.

In Figs. 19 and 20 I disclose a brace 62. which connects the angle-ironcross-bar 4 L with the wagon-body, whereby the two are rigidlyconnected.

From this description it will be seen that I am enabled to suspend theload centrally and tilt the body about a central axis. I am alsopermitted by an improved mechanism to change the axis of the body withrelation to the weight carried, also provide an improved end-gateconstruction and improved means for locking the body in a levelposition.

WVhile I have shown and described a complete dumping-wagon with anend-gate construction adapted thereto, I do not claim in thisapplication the specific end-gate features, as the same forms thesubject-matter of a divisional application filed by me December 26,

1903, Serial No. 186,561.

Having thus described my invention, what I claim as new, and desire tosecure by Letters Patent, is

1. In a dumping-wagon, a tilting body having trunnions about which ittilts, and means comprising vertical standards, plates mounted thereinand vertically adjustable, and channeled plates supporting the trunnionsand vertically adjustable whereby the trunnions may be maintainedapproximately in the center of gravity of the load.

2. In a dumping-wagon, a tilting body having trunnions about which ittilts in combination with trunnion-supporting means comprising verticalstandards, vertical plates fitting the same and provided with a seriesof holes, bolts passing through the holes whereby the plates arevertically adjustable plates on the wagon-body and provided withnotches, and channelplates embracing the lastnamed plates and havinglugs to adjustably engage the notches thereof said channel-platessupporting the trunnions about which the body tilts.

3. In a dumping-wagon, a tilting body having trunnions about which ittilts, means comprising vertical standards, plates mounted therein andvertically adjustable to maintain the trunnions in the center of gravityof the load, and a hinged end-gate.

at. In a dumping-wagon, a tilting body having trunnions about which ittilts, means comprising vertical standards, plates mounted therein andvertically adjustable to maintain the trunnions in the center of gravityof the load, an end-gate having a gate-controlled opening and a hingedchute communicating with said opening.

5. A dumping-wagon comprising a tilting body, trunnions upon which thesame is supported, means for maintaining the trunnions in the center ofgravity of the load, an endgate, aslidegate controlling an openingtherein, a movable chute communicating with said opening, and means forlocking the body against tilting movement.

6. In a dumping-wagon, a tilting body, and the stationary side bars, incombination with means for detachably locking the body to said barscomprising pivotally mounted lockblocks and means for moving them intoand out of the'plane of the side bars.

7. In a dumping-wagon, a tilting body and the stationary side bars, incombination with a bar across the rear of the body, alever pivotallymounted upon the bar rods connecting with the levers upon opposite sidesof its pivot, and extending in opposite directions, lock-blockspivotally mounted on the crossbar and connected to the rods whereby theymay be caused to swing in lateral planes, and plates or bars projectingin line with the side bars and adapted to be engaged by said lockbars tohold the body against tilting move-' ment, said lock releasing saidplates or bars and allowing the body to tilt, substantially asdescribed.

8. In a dumping-wagon, the combination of a tilting body, the side bars,plates or bars secured to and extending in line with the side bars, abar extending across the rear of the wagon-body and provided vwithchanneled plates to receive said projecting plates or bars, lock-blockspivotally mounted on the crossbar and closable. under the projectingplates or bars to lock the latter and prevent the body tilting, andmeans including a pivoted lever and oppositely-extending rods connectingwith the lock-blocks, for operating the latter said lever jointed andprovided with means for locking one member with the other whereby themembers of the lever may stand in line or one member may be foldedrelative to the other member. I

9. In a dumping-wagon, the combination with a tilting body, of the sidebars having depending curved bars provided with notches, a bar fixedacross the rear of the body, and blocks pivotally mounted on thecross-bar and adapted to be turned into engagement with the notches ofthe curved bars, to hold the body at different inclinations.

In testimony whereof I have hereunto set my hand in presence of twosubscribing witnesses.

OLIVER B. REYNOLDS.

l/Vitnesses:

FRANK SHERWOOD, SALEM E. WELD.

